WO2020196204A1 - 副室式内燃機関 - Google Patents

副室式内燃機関 Download PDF

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Publication number
WO2020196204A1
WO2020196204A1 PCT/JP2020/012154 JP2020012154W WO2020196204A1 WO 2020196204 A1 WO2020196204 A1 WO 2020196204A1 JP 2020012154 W JP2020012154 W JP 2020012154W WO 2020196204 A1 WO2020196204 A1 WO 2020196204A1
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Prior art keywords
chamber
sub
fuel
injection
internal combustion
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PCT/JP2020/012154
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English (en)
French (fr)
Japanese (ja)
Inventor
欣也 井上
田中　大
貴之 城田
一成 野中
遼太 朝倉
Original Assignee
三菱自動車工業株式会社
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Priority to JP2021509277A priority Critical patent/JP7255673B2/ja
Publication of WO2020196204A1 publication Critical patent/WO2020196204A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F02B19/18—Transfer passages between chamber and cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This disclosure relates to a sub-chamber internal combustion engine.
  • a sub-chamber type internal combustion engine having a main chamber (main combustion chamber) and a sub-chamber (sub-combustion chamber) connected to the main chamber via a communication passage
  • a sub-chamber internal combustion engine an air-fuel mixture is formed from the fuel injected into the main chamber.
  • the formed air-fuel mixture is supplied to the sub chamber via the communication passage during compression, and is ignited by the spark plug in the sub chamber.
  • a flame is formed.
  • the flame formed in the sub-chamber is jetted into the main chamber through the continuous passage and ignites the air-fuel mixture in the main chamber.
  • the sub-chamber internal combustion engine described in Japanese Patent No. 4561522 is a direct-injection sub-chamber internal combustion engine that directly injects fuel into the main chamber.
  • the fuel injected from the fuel injection valve hits the crown surface of the piston, and atomization of the sprayed fuel is promoted. After that, the air-fuel mixture is supplied to the sub-chamber.
  • a direct-injection type internal combustion engine that injects fuel directly into the main chamber has the advantage of improving ignition stability in the sub-chamber by efficiently supplying vaporized fuel to the sub-chamber.
  • the embodiment of the present disclosure relates to a sub-chamber internal combustion engine having improved ignition stability in the sub-chamber.
  • the sub-chamber internal combustion engine includes a main chamber, a sub-chamber, a communication passage, and an injection unit.
  • the main chamber is defined by a cylinder, a cylinder head, and a piston.
  • the sub-chamber projects from the cylinder head toward the main chamber and is provided separately from the main chamber.
  • the communication passage connects the main room and the sub room.
  • the injection unit has a plurality of first injection ports for injecting fuel into the main chamber.
  • the communication passage has a second injection port for injecting a flame generated in the sub chamber into the main chamber. The second injection port is located between the sprays injected from the two adjacent first injection ports of the injection unit.
  • the second injection port of the communication passage facing the injection section is located between the sprays injected from two adjacent first injection ports arranged at intervals of the injection section.
  • the spray sprayed from the injection unit toward the sub chamber is less likely to directly hit the second injection port of the communication passage. Therefore, it is prevented that the large fuel droplets contained in the spray enter the sub-chamber through the communication passage.
  • the second injection port of this communication passage is located in the region between the sprays. In the region between the sprays, the penetration force of the fuel is weaker than that of the spray body, large fuel droplets are less likely to be contained, and the fuel is atomized. This atomized fuel is supplied to the sub-chamber via the communication passage.
  • the spray injected from the injection portion toward the sub chamber flows along the outer periphery of the partition wall of the sub chamber. Due to the Coanda effect, the spray after injection flows downstream in the direction opposite to the injection portion while drawing in the surrounding fluid, that is, the air in the sub-chamber through the communication passage. Then, the air-fuel mixture between the sprays, which has a weaker penetration force than the spray body, and the fuel is atomized, is newly introduced into the sub-chamber via the communication passage. As a result, the air-fuel mixture in the sub-chamber becomes homogeneous. Therefore, the efficiency of fuel supply by fuel injection toward the sub chamber is improved. In addition, stable ignition and flame injection in the sub-chamber are realized. As a result, the ignition stability in the sub chamber is improved.
  • the second injection port of the continuous passage may be separated from the central axis of the spray injected from the first injection port of the injection unit.
  • the spray having a strong penetrating force does not go to the communication passage.
  • the supply of atomized fuel to the sub chamber is promoted, and the homogenization of the air-fuel mixture in the sub chamber is promoted.
  • the sub chamber may be separated from the main combustion chamber by being defined by a partition wall, and the partition wall has an inwardly recessed recess at a position through which the spray injected from the first injection port of the injection portion passes. May be good.
  • the sprayed spray does not directly hit the sub-chamber, so a more Coanda effect can be expected.
  • the supply of atomized fuel to the sub chamber is promoted, and the homogenization of the air-fuel mixture in the sub chamber is promoted.
  • FIG. 5 is a cross-sectional view showing the relationship between the sub chamber of the sub chamber type internal combustion engine of FIG. 1 and the spray injected from the fuel injection valve.
  • a vertical cross-sectional view perpendicular to the crankshaft direction showing the relationship between the sub chamber of the sub chamber type internal combustion engine of FIG. 1 and the spray injected from the fuel injection valve.
  • a vertical cross-sectional view perpendicular to the left-right direction showing the relationship between the sub-chamber of the sub-chamber type internal combustion engine of FIG. 1 and the spray injected from the fuel injection valve.
  • FIG. 3 is a cross-sectional view showing the relationship between the sub chamber of the sub chamber type internal combustion engine of another embodiment of the present disclosure and the spray injected from the fuel injection valve.
  • FIG. 4A is a vertical cross-sectional view perpendicular to the crankshaft direction showing the relationship between the sub chamber of the sub chamber type internal combustion engine and the spray injected from the fuel injection valve.
  • FIG. 3 is a vertical cross-sectional view perpendicular to the left-right direction showing the relationship between the sub chamber of the sub chamber type internal combustion engine of another embodiment of the present disclosure and the spray injected from the fuel injection valve.
  • the cylinder axial direction Q indicates the direction in which the piston slides along the cylinder.
  • the case of describing the vertical direction indicates the cylinder axial direction Q, and the cylinder head side is "up” and the piston side is "down”.
  • the left-right direction R indicates a direction orthogonal to the cylinder axial direction Q and where the intake port and the exhaust port are arranged.
  • the crankshaft direction P indicates a direction in which the cylinders are arranged, orthogonal to the cylinder shaft direction Q.
  • the sub-chamber internal combustion engine 1 has a main chamber 4, a sub-chamber 6 adjacent to the main chamber 4, a plurality of passages 8 communicating the main chamber 4 and the sub-chamber 6, and ignition.
  • a plug 10 and a fuel injection valve (an example of an injection unit) 12 are provided.
  • the sub-chamber internal combustion engine 1 is an in-line internal combustion engine in which a plurality of cylinders N including a main chamber 4 and a sub chamber 6 are arranged in series. That is, the main chamber 4, the sub chamber 6, the plurality of communication passages 8, the spark plug 10, and the fuel injection valve 12 are provided in each cylinder N.
  • the arrangement of the cylinders N is not limited to this, and may be a V type or a horizontally opposed type.
  • the main chamber 4 is a space defined by the cylinder 101a of the cylinder block 101, the cylinder head 102, and the piston 103.
  • the main chamber 4 has a pent roof shape and has two slopes toward the intake port 105 side and the exhaust port 110 side of the cylinder head 102.
  • the main chamber 4 is connected to the intake port 105 via an intake valve 104 driven by an intake cam (not shown).
  • the intake port 105 is connected to an intake passage, a throttle valve, and an air cleaner (not shown).
  • the main chamber 4 is connected to an exhaust port 110, an exhaust passage (not shown), and an air purification catalyst (not shown) via an exhaust valve 109 driven by an exhaust cam (not shown).
  • the sub-chamber internal combustion engine 1 transmits power to a power transmission device such as a transmission by a crankshaft (not shown).
  • the piston 103 drives the crankshaft via a connecting rod (not shown).
  • the sub chamber 6 is provided at the top of the pent roof shape of the main chamber 4 and is adjacent to the main chamber 4.
  • the sub-chamber 6 is a space defined by a sub-chamber wall (partition wall) 61.
  • the sub-chamber 6 projects from the cylinder head 102 toward the main chamber 4 and is separated from the main chamber 4 by being defined by the sub-chamber wall 61.
  • the sub chamber 6 is provided substantially at the center of the line of intersection (ridge line) of the two slopes of the main chamber 4 having a pent roof shape.
  • the sub-chamber 6 has the same center X1 as the main chamber 4.
  • the sub chamber 6 may be provided offset from the substantially center of the main chamber 4.
  • the sub chamber wall 61 includes a side wall portion having a circular cross section and a bottom portion 61a facing the main chamber 4.
  • the bottom 61a is formed, for example, in a hemispherical shape. However, the shape of the bottom 61a is not limited to a hemisphere.
  • the bottom 61a is provided with a communication passage 8.
  • the plurality of communication passages 8 are provided radially on the bottom 61a (see FIG. 2B) of the sub-chamber wall 61.
  • the communication passage 8 communicates the main chamber 4 and the sub chamber 6 and guides the air-fuel mixture of the main chamber 4 to the sub chamber 6. Further, the communication passage 8 sends out the flame ignited in the sub chamber 6 to the main chamber 4.
  • the communication passage 8 has an injection port (second injection port) 8a facing the main chamber 4 and an introduction port 8b facing the sub chamber 6.
  • six communication passages 8 are provided as shown in FIG. 2A.
  • the injection ports 8a of the two communication passages 8 are fuel injection valves. It is located between the sprays (spray main body) S injected from two adjacent injection ports (first injection ports) 12a arranged at intervals in the crankshaft direction P of the twelve. More specifically, in the present embodiment, among the eight injection ports 12a of the fuel injection valve 12, the spray is injected from the two injection ports 12a which are at the top in the vertical direction and are adjacent to each other in the crankshaft direction P. The injection port 8a of the communication passage 8 is located between S.
  • the spray S does not directly hit the injection port 8a, and it becomes difficult for the fuel injected from the fuel injection valve 12 to directly enter the sub chamber 6 through the communication passage 8.
  • the injection port 8a of at least one of the plurality of communication passages 8 is located between the sprays S injected from the two adjacent injection ports 12a in the crankshaft direction P of the fuel injection valve 12. You just have to. According to this configuration, the fuel penetrating force in the region between the sprays S is weak, and the atomized fuel is introduced into the sub-chamber 6 via the communication passage 8.
  • the spray S injected from the fuel injection valve 12 is injected along the spray center axis Cs.
  • the sub chamber wall 61 is located between the spray center axis Cs of the spray S injected from the uppermost injection port 12a in the vertical direction of the fuel injection valve 12 when viewed from the crankshaft direction P. That is, the injection port 8a of the communication passage 8 facing the fuel injection valve 12 is arranged so as to be separated from the spray center axis Cs of the spray S injected from the top injection port 12a of the fuel injection valve 12. ..
  • the spray S draws the air-fuel mixture in the sub chamber 6 from the communication passage 8 arranged in the crankshaft direction P and the communication passage 8 arranged on the exhaust side by the Coanda effect.
  • the fuel having a weak penetrating force and advanced atomization is easily drawn into the sub-chamber 6 from the communication passage 8 on the intake side.
  • the ignition in the sub chamber 6 is further stabilized.
  • the spark plug 10 is arranged substantially in the center of the sub chamber 6.
  • the spark plug 10 ignites the air-fuel mixture in the sub chamber 6.
  • the volume of the sub chamber 6 is smaller than that of the main chamber 4, and the flame of the air-fuel mixture ignited by the spark plug 10 quickly propagates into the sub chamber 6.
  • the sub chamber 6 injects the flame generated in the sub chamber 6 into the main chamber 4 via the communication passage 8.
  • the flame injected into the main chamber 4 ignites and burns the air-fuel mixture in the main chamber 4.
  • the fuel injection valve 12 is provided toward the main chamber 4. Further, the fuel injection valve 12 is provided outside the sub chamber 6. In this embodiment, as shown enlarged in FIG. 3, the fuel injection valve 12 has, for example, eight injection ports 12a. Further, the fuel injection valve 12 injects fuel toward both sides of the auxiliary chamber wall 61 in the crankshaft direction P.
  • the eight injection ports 12a are four in two sets, and the two sets of injection ports 12a are provided along a circle centered on the center of the fuel injection valve 12.
  • the two sets of injection ports 12a are arranged at intervals in the crankshaft direction P. In the present embodiment, the injection port 12a directly injects fuel into the main chamber 4.
  • the sub-chamber internal combustion engine 1 is a direct injection type internal combustion engine.
  • the injection amount and the injection timing are controlled by a control unit (not shown).
  • the fuel injection valve 12 is connected to a fuel injection pump (not shown) and a fuel tank.
  • the fuel injection valve 12 is arranged on the intake valve 104 side of the cylinder head 102.
  • the fuel injection valve 12 forms an air-fuel mixture in the main chamber 4 by supplying the fuel in the form of a spray. Further, the fuel injection valve 12 injects fuel into the main chamber 4 to supply fuel to the sub chamber 6 via the communication passage 8.
  • the injection port 8a of the communication passage 8 may be separated from the spray center axis Cs of the spray S in the left-right direction R. More specifically, the angle formed by the central axis C of the communication passage 8 and the spray central axis Cs of the spray S may be set to increase as the distance from the fuel injection valve 12 increases. According to this configuration, it becomes more difficult for large fuel droplets to enter the sub chamber 6. As a result, the ignition in the sub chamber 6 is further stabilized.
  • the intake valve 104 in the intake stroke, the intake valve 104 is opened, the piston 103 is lowered, and the intake air flows into the main chamber 4 and the sub-chamber 6.
  • the intake air is pressurized by a supercharger (not shown).
  • the pressure in the main chamber 4 and the sub chamber 6 becomes the same as the pressure of the intake air.
  • the fuel injection valve 12 is controlled so as to perform the first injection mainly for supplying fuel to the main chamber 4.
  • the fuel injected by the first injection mixes with the intake air in the main chamber 4 to form an air-fuel mixture.
  • the target air-fuel ratio is set to a value leaner than the theoretical air-fuel ratio. That is, the sub-chamber internal combustion engine 1 is operated by lean burn. This improves fuel efficiency.
  • the intake valve 104 closes and the piston 103 rises, compressing the air-fuel mixture in the main chamber 4.
  • the pressure in the main chamber 4 rises.
  • the air-fuel mixture flowing into the sub chamber 6 through the communication passage 8 is squeezed in the communication passage 8 to cause a pressure loss.
  • the pressure in the sub chamber 6 rises with a delay with respect to the main chamber 4. That is, the pressure in the sub chamber 6 is lower than the pressure in the main chamber 4.
  • the fuel injection valve 12 is controlled so as to perform the second injection when the pressure in the sub chamber 6 becomes lower than the pressure in the main chamber 4.
  • the second injection is performed to supply fuel to the sub chamber 6 via the communication passage 8.
  • the air-fuel mixture is introduced from the main chamber 4 to the sub chamber 6 via the communication passage 8. At this time, the air-fuel mixture is introduced into the sub-chamber 6 by the communication passage 8.
  • the sub chamber 6 and the fuel injection valve 12 have the above-mentioned arrangement relationship. That is, when the spray S second injected from the fuel injection valve 12 toward the sub chamber 6 does not hit the sub chamber wall 61 but reaches the side, the spray S is a viscous fluid containing fuel and is therefore injected. The subsequent spray S is attracted to the sub-chamber wall 61 by the Coanda effect. Then, the spray S flows from the direction along the spray center axis Cs along the bottom 61a of the sub chamber wall 61. At this time, the spray S is downstream (center) while drawing in the air in the sub chamber 6 through the surrounding fluid, that is, the communication passage 8 arranged in the crankshaft direction P and the communication passage 8 arranged on the exhaust side.
  • the air-fuel mixture in the region between the sprays S which has a weaker fuel penetration force than the spray S and is less likely to contain large fuel droplets, and the air-fuel mixture in which the fuel is atomized is newly introduced on the intake side. It is drawn into the sub-chamber 6 through the communication passage 8 (the communication passage 8 facing the fuel injection valve 12). As a result, the air-fuel mixture in the sub-chamber 6 becomes homogeneous. In this way, the atomized fuel is supplied to the sub-chamber 6 via the communication passage 8 by the second injection. This prevents large fuel droplets from entering the sub-chamber 6 and making ignition in the sub-chamber 6 unstable.
  • the atomized fuel is supplied into the sub chamber 6, so that the air-fuel mixture in the sub chamber 6 is stably ignited.
  • the flame is surely injected from the injection port 8a, and the fuel supply is streamlined.
  • a part of the fuel is introduced into the sub-chamber 6 via the communication passage 8, so that the same effect as in the second injection is obtained.
  • the piston 103 rises and the compression progresses further, the air-fuel mixture in the sub chamber 6 is ignited by the spark plug 10. Along with the combustion in the sub chamber 6, the flame is injected into the main chamber 4 through the communication passage 8. Then, the air-fuel mixture in the main chamber 4 burns, and the pressure rises due to the combustion gas generated by the combustion. As a result, the piston 103 is pushed down and proceeds to the expansion stroke.
  • the exhaust valve 109 opens, the piston 103 rises from the bottom dead center, and the combustion gas (exhaust) in the cylinder is discharged to the exhaust port 110. Then, when the piston 103 reaches top dead center, the intake stroke starts again. When the piston 103 reciprocates twice in this way, four strokes are completed.
  • the injection ports 8a of the communication passage 8 facing the fuel injection valve 12 are two injection ports 12a adjacent to each other in the crankshaft direction P of the fuel injection valve 12. It is located between the sprays S injected from each. As a result, the spray S injected from the fuel injection valve 12 toward the sub-chamber 6 does not directly hit the injection port 8a of the communication passage 8, so that large fuel droplets contained in the spray S pass through the communication passage 8. It is prevented from entering the sub-chamber 6. Further, in the region between the sprays S, the penetration force of the fuel is weaker than that of the spray S, large fuel droplets are less likely to be contained, and the atomization of the fuel is progressing.
  • the injection port 8a of the communication passage 8 is located in the region between the sprays S, the atomized fuel is supplied to the sub-chamber 6 via the communication passage 8. Further, the spray S injected from the fuel injection valve 12 toward the sub chamber 6 flows along the nearby sub chamber wall 61 due to the Coanda effect after the injection. The spray S after injection flows to the downstream in the direction opposite to the fuel injection valve 12 while drawing in the surrounding fluid, that is, the air in the sub chamber 6 through the communication passage 8. Then, the air-fuel mixture between the sprays S, which has a weaker penetration force than the spray S, and the fuel is atomized, is newly introduced into the sub-chamber 6 via the communication passage 8. As a result, the air-fuel mixture in the sub-chamber 6 becomes homogeneous. As a result, the air-fuel mixture in the sub chamber 6 is stably ignited.
  • the sub-chamber internal combustion engine 1 is a direct injection type internal combustion engine, but the present disclosure is not limited to this.
  • it may be an auxiliary chamber type internal combustion engine including an intake port injector provided in the intake port 105 and a direct injection injector provided in the main chamber 4.
  • the effects of the present disclosure can be obtained if the second injection described above is performed by a direct injection injector.
  • the bottom portion 161a of the sub-chamber 106 is formed in a shape in which a part of a hemisphere is cut out in an arc shape. Will be done. That is, the bottom portion 161a of the sub chamber wall 161 has an arc-shaped notch (recess) 161b.
  • the notch portion 161b has a shape including a region through which the spray S injected from the fuel injection valve 12 into the main chamber 4 passes when the bottom portion 161a is hemispherical. As shown in FIGS.
  • the bottom portion 161a has notches 161b on both sides of the circular crankshaft direction P when viewed from the vertical direction (the piston 103 side in the cylinder axial direction Q). Further, as shown in FIG. 4B, the bottom portion 161a has a notch portion 161b that penetrates the lower part of the semicircle to the exhaust port 110 side when viewed from the crankshaft direction P. Further, as shown in FIG. 5, the bottom portion 161a has notches 161b on both sides of the semicircular center X1 when viewed from the intake port 105 side in the left-right direction R. The notch portion 161b may be provided only on the front side when viewed from the intake port 105 side in the left-right direction R. That is, the bottom portion 161a (notch portion 161b) may be formed so that the spray S does not directly hit the sub chamber wall 161.
  • the sub chamber 106 and the fuel injection valve 12 are two injection ports adjacent to each other in the crankshaft direction P when the fuel injection valve 12 injects fuel toward both sides of the sub chamber wall 161 in the crankshaft direction P.
  • the bottom portion 161a of the sub chamber 6 is located between the sprays S injected from the 12a, respectively. If the bottom portion 161a (notch portion 161b) of the sub chamber 106 is provided so that this relationship is established, and the injection direction of each injection port of the fuel injection valve 12 (that is, the spray center axis Cs of the spray S) is set. Good.
  • the shape of the bottom portion 161a (notch portion 161b) and each injection direction of the fuel injection valve 12 (that is, the spray center axis Cs of the spray S) are arranged so that the spray S does not directly hit the sub chamber 6.
  • the disclosure is not limited to this.
  • the sub chamber 6 is located between the sprays S injected from the two adjacent injection ports 12a in the crankshaft direction P of the fuel injection valve 12. It suffices that each injection direction (that is, the spray center axis Cs of the spray S) is provided.
  • the sub-chamber 6 is arranged in a region where the penetration force of the fuel is weak and the atomization of the fuel has progressed. As a result, the ignition in the sub chamber 6 is further stabilized.
  • a plurality of passages 8, 108 are arranged radially, but the present disclosure is not limited to this.
  • the communication passages 8 and 108 may be arranged so as to be inclined with respect to the diameter direction of the sub chambers 6 and 106. By arranging the communication passages 8 and 108 in this way, a swirling flow is generated in the sub chamber 6.
  • the fuel injection valve 12 injects fuel toward both sides of the auxiliary chamber walls 61 and 161 in the crankshaft direction P, but the present disclosure is not limited to this.
  • the fuel injection valve 12 injects fuel toward both sides of the auxiliary chamber walls 61 and 161 in the left-right direction R, between the sprays S injected from two adjacent injection ports 12a in the left-right direction R, respectively.
  • the injection port 8a may be provided so as to be located. That is, the two adjacent injection ports 12a may be arranged at intervals in any one direction.
  • the shape of the sub chamber is an example of a shape (hemispherical shape, cylindrical shape, etc.) having a circular cross section due to a plane perpendicular to the cylinder axial direction.
  • the cross section may be an ellipse or a regular polygon. From the viewpoint of flame propagation, a symmetrical shape is preferable, but the shape is not limited to this.
  • Geometric expressions such as "diameter direction", “diameter direction”, and "tangent line” in the present disclosure can be appropriately understood by those skilled in the art even when the cross section is other than circular. That is, even in an embodiment in which the cross section of the sub chamber is other than circular, those skilled in the art will be able to appropriately apply the features of the present disclosure so as to obtain the same effects as those of the present disclosure.
  • a spark-ignition internal combustion engine in which the air-fuel mixture is ignited by a spark plug provided in the sub chamber is taken as an example.
  • Gasoline is used as a fuel in the internal combustion engine of the present disclosure, but the fuel is not limited to this, and other fuels such as alcohol may be used.
  • the features of the present disclosure are not limited to the spark ignition internal combustion engine, and can be applied to a compression ignition internal combustion engine such as a diesel engine. In other words, it is not essential to provide a spark plug or other spark generating means in the sub-chamber, and it is the first normal in one combustion cycle of an internal combustion engine (in the case of a 4-stroke engine, a cycle consisting of intake, compression, combustion, and exhaust).
  • the internal combustion engine is designed so that combustion (pre-combustion) occurs in the sub-chamber. It is well known that even in a compression ignition internal combustion engine, pre-combustion can be generated in the sub-chamber by injecting fuel directly from the injector into the sub-chamber or by setting the compression ratio appropriately. Further, even in the case of a compression ignition internal combustion engine, the fuel is not particularly limited to light oil, and may be gasoline, alcohol, or the like.
  • the sub-chamber internal combustion engine (1) includes a main chamber (4) defined by a cylinder (101a), a cylinder head (102), and a piston (103).
  • a sub-chamber (6) projecting from the cylinder head (102) toward the main chamber (4) and separated from the main chamber (4).
  • a communication passage (8) connecting the main room (4) and the sub room (6),
  • An injection unit (12) having a plurality of first injection ports (12a) for injecting fuel into the main chamber (4).
  • the communication passage (8) has a second injection port (8a) for injecting a flame generated in the sub chamber (6) into the main chamber (4).
  • the second injection port (8a) is located between the sprays injected from the two adjacent first injection ports (12a) of the injection unit (12).
  • the second injection port (8a) may be separated from the central axis Cs of the spray injected from the first injection port (12a).
  • the sub chamber (106) is separated from the main chamber (4) by being defined by a partition wall (161).
  • the partition wall (161) may have an inwardly recessed recess (161b) at a position through which the spray injected from the first injection port (12a) passes.
  • Sub-chamber type internal combustion engine 4 Main chamber 6
  • Sub-chamber 8 108 Communication passage 8a: Injection port (second injection port) 12: Fuel injection valve (injection part) 12a: Injection port (first injection port) 61 161: Sub-chamber wall (bulkhead) 61a 161a: Bottom 161b: Notch (recess) 101a: Cylinder 102: Cylinder head 103: Piston X1: Center S: Spray

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
PCT/JP2020/012154 2019-03-27 2020-03-18 副室式内燃機関 WO2020196204A1 (ja)

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JP2021509277A JP7255673B2 (ja) 2019-03-27 2020-03-18 副室式内燃機関

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JP2019061133 2019-03-27
JP2019-061133 2019-03-27

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WO2020196204A1 true WO2020196204A1 (ja) 2020-10-01

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02132815U (enrdf_load_stackoverflow) * 1989-04-11 1990-11-05
JP4561522B2 (ja) * 2005-08-03 2010-10-13 日産自動車株式会社 副室式内燃機関

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007138780A (ja) * 2005-11-16 2007-06-07 Nissan Motor Co Ltd 副室式内燃機関
JP2018172974A (ja) * 2017-03-31 2018-11-08 本田技研工業株式会社 内燃機関

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02132815U (enrdf_load_stackoverflow) * 1989-04-11 1990-11-05
JP4561522B2 (ja) * 2005-08-03 2010-10-13 日産自動車株式会社 副室式内燃機関

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